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#15
by
monst
on 08 Jan, 2014 13:21
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I looked at my gasket
and it is not notches.......
there are three circular holes.
Any thoughts?
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#16
by
ORCoaster
on 08 Jan, 2014 14:02
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I goes by magic numbers more than notch, yours equates to a 3 notch then.
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#17
by
vwsb1974
on 08 Jan, 2014 14:44
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dose it make that big of a difference? I am just wondering cause my car had a 3 hole on it so that is what I put back on.
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#18
by
TylerDurden
on 08 Jan, 2014 14:49
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The number is important... Too thin and pistons hit stuff. Too thick and you sacrifice compression.
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#19
by
745 turbogreasel
on 08 Jan, 2014 14:55
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Holes = metal head gasket = probably not original on IDI?
It is also not common to fail, so you will want to pressure test head as well.
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#20
by
monst
on 08 Jan, 2014 19:35
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So you think my head gasket was replaced once already?
Due to holes... not notches....... "buenos notches..
"
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#21
by
745 turbogreasel
on 08 Jan, 2014 20:05
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It is almost inconceivable to me that there is an IDI still running with the original headgasket, so yes.
I'm not sure if any of the 1.6 cars left the factory with a metal gasket, I've certainly never seen one.
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#22
by
monst
on 08 Jan, 2014 20:29
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Metal?
where is the gasket metal?
Mine is metal.. not sure what you mean by metal???
OEM'
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#23
by
monst
on 08 Jan, 2014 20:33
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OEM's not metal?
What were/are they?
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#24
by
8v-of-fury!
on 08 Jan, 2014 20:42
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They were OEM on 1.9L AAZ engines..
Google man, try it out
it works wonders.
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#25
by
745 turbogreasel
on 08 Jan, 2014 23:11
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AAZ is a rare bird in these parts, and bros sig implies a 1.6.
Some engines use a fiber gasket with a few metal rings, and notches to indicate thickness. Newer ones use a multi layer steel gasket with a viton coating and holes to indicate thickness.
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#26
by
libbydiesel
on 09 Jan, 2014 08:19
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The number is important... Too thin and pistons hit stuff. Too thick and you sacrifice compression.
The compression difference is not really of issue. The other two factors are 'squish and quench'. Squish establishes the correct turbulence, again probably not an issue on a pre-chamber diesel. Of particular issue, tho, in a TD is quench where a significant amount of heat is transferred from the piston crown to the more cooled cylinder head. Increasing the space between piston crown and head at TDC will have negatively affect quench and cause the piston crowns to run hotter.
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#27
by
vwsb1974
on 09 Jan, 2014 11:00
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That is more of what I was asking. I know to you need to chave the clearence for the piston to head but I was just wondering what the performance implications would be of running a three whan you should be running a 1 or 2 if any.
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#28
by
745 turbogreasel
on 09 Jan, 2014 13:10
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slower, harder to start and less efficient, more polluting and hotter pistons, with possible added safety margin against lifting the head if you are running 3x factory boost level?
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#29
by
TylerDurden
on 14 Feb, 2014 15:55
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The number is important... Too thin and pistons hit stuff. Too thick and you sacrifice compression.
The compression difference is not really of issue. The other two factors are 'squish and quench'. Squish establishes the correct turbulence, again probably not an issue on a pre-chamber diesel. Of particular issue, tho, in a TD is quench where a significant amount of heat is transferred from the piston crown to the more cooled cylinder head. Increasing the space between piston crown and head at TDC will have negatively affect quench and cause the piston crowns to run hotter.
Right....
cylinder head gaskets are available in thickness of 1.4 to 1.6 mm - to selectively match with engine components to maintain the compression ratio.
W. Brandstetter and R. Dziggel
Volkswagenwerk AG
Wolfsburg
http://www.4crawler.com/Diesel/SAE/vwtdsae.shtml